Shock-absorber for vehicles.



M. G. STEWART. SHOCK ABSORBER FOR VEHICLES. APPLICATION 11.31) APR-.4, 1913.

1,1 1 5,746.- Patented Nov. 3, 1914.

2 SHBETS-SHEET 1.

ri T j u 1: Q LL LL VVlineases." M. G. rvarf.

M. G. STEWART. SHOCK ABSORBER FOR VEHICLES.

APPLICATION FILED APRA, 1913.

Patented Nov. 3, 1914.

2 SHEETSSHEET 2.

much/0r M. cam/ark Hfforneg.

111- NORRIS PETERS co PHOTO urn m sm- As q bi p W M 1,333; GLUTTERBU I or ADELAIDE, AUSTRALI j To" all whom it may Concern; V

s @Be it knowntha f l,"

S'rEWAR'r, a subject,of 'the King of Great Britain, residing at Hindle'y, s street, ,Ade.-"

laide, in the State of South Australia, the Commonwealth of: Australia,;liave ing vented Veertain new and'usefLil Improvemeri s in Shock-Absorbers for vel ielesgjof which. the following a specification, efer. ence, being: had i therein to the aeconipany 3 iirig drzmzings. v t i I Th1s invention relates to certa n-improve n ents in road wheel vehicles/andcognate tractors, especially motor cars, andlisfape sh n s mp ye a me "an c ar constructions en pl oyedas :guriefs, which more even* "unning of the vehicular cone struction, {whereby ,the- 1olting of the pr se are subjected "to "an; irregular jivib ration, or

structions.

, Its obj ects are to nieansj-iiorllthe to iQ eQshQ kS, i te m tt tly 9 Qb mary driyer or! road 'Vheels, shall? he; sorbed and vco npensated with the a whi the Q t i ll i flif eing flier-ridden: ill :a w p sh my ebi e by? t he 1: a thef chassi s, or; body of @the vehicular "eonstrnotion, and {each i of, its wheels, or primary 5 drivers, wherein ,the 'vvihrations orfj'o'lting, shocks of uneven rotation, are transmitted to an angularly -setf radius arin, and, from i 1 thence,-absorbedg orcompensated,

inafter described;intermediary derice, or,

, arrangement,. of; assen ibled jparts,,ybetween h st da' y ass m y f pri ,I adi-HS: arm, or during the; uneven, varied j movement of the outermost fixings, are, to- I 'gether inirelatlonttoa' common fixed center;

i V or .central; attachIm'ent, twistingly wound and returned, throughout, thefintermediate length of 1 curvature, in a more" or IeSIs'seIni rotary motion; wherefroinftl e shocks i dii i ectly conveyed td'the' ,curvatureoffany, one sprlng, frornfany; dlrection-of lmpalfiit,

re d 'er e wan u l' fied, r mp n ated by lits oppositely arranged fellow, reacting in the opposite direction; during whiehfl movement, the body of. :the {vehiclethrough I its 'fixed gcenter, elastically I floats about the center Ofql'ihfi .rilns, independentlyiof thero- I tary' play 7 within] the: j springs, in compenj Application \fiieq s ine,- i 3; s rial in). 758,891.

plicable to all classes of 1 engines; or -,1naj-'j s a es lt fthat ,the qn'iesence ofthe *b0dy1 Sl1all4be I tnrbed'f to. a ininimu n degree or .not at all,"v

its axle :or spindle'Qw 1 d rif'gfthe variations of he leverage of th'ej Each spring :iS

l e ng o the acconnpanying'i'illustrae and ,-l3 ig. a plan, and Fig; Qa, ,front gview fa] ch'assis of a anotor' car to whichlny giniproveinents hatie: been applied, Fig 4 a A side ;:'elevation, ;,and,v lFig". I5 a plan; of the i :rad nsarinwithin the rim ofIwhich series 5 1 -o fg springs is internally applied,'iFig.'-6 "a *sid'e eleyationxof the springs, showingtheir turned ends, with ,keyways and, i assembled qlaartsrelativelyto the fixed cente Fig. 7,

, 1 or, semis-sf; 1 SOUTH AUSTRALI ii-mam;

gating shoe-ks, with the floatingposition or f fleeeentrlc movement of the body, in relation to {they-rims, being axiallygoverned bythe felas'ti'c'ity of"the springs) 'K' J tire d rawingsFig1ire 1 isaside elevation,

(gross section of Fig. l, with theendsof the: 'lia'diu-sletie m ted, to illllstrate .thei 4 i i hment I j v and sw e pecav'el t ifra spring f ithefjsprings, 8 -side, back,

sh ng itsflposition of attachment relatlvelyj to, the central asseinbling bolt and sleeve, Fig. 9 side,, andfr0nt Viewsyre'spec t'j yely, of :thejinner fiangelK with heyS,Fig. 10 aside, ,ahdlfrontiifiews, Y I the slee e R, and, 11 side, and front *views,respectively, of the. outer flange L Y withkey, A i w v A represents j'thechassis or ibody: of a vehicular const'rnction v ;.-f 1; i Bis a primary driteror road-wheel, upon respectively, of f V D 's :the Qradiusxarm, preferably h -i m corresponding. sufficiently spaced apart plates, which with a wooden l e;p1 ebe ee i ces y bled series, of springs" J 1 Tha p g e pr erab yf i or, mu V shap d, and o st l. 'q ao her sufficiently p able materialg y as W111 ;s a l low the j intermediary bended length of curvatufre' to; inter mittently exp and and contract, or be twisted r land, returned, or be bent relatively, to a fixed common center, andretiirne'dfto -the normally I with the jolt-ings, and variations inllevera ze,

set ,position, without cleavageaor breakage; 10. from the rotarymovementpf their" oi tero .ii fera t' "0f t e i shabe,;and is afliXedtotherims, by a" bolt G throughan eye Hturned in its outermost- 9O 1 their lower tapering" po rtions,;are clamped or-belted to theaxlez C, with'a'strengthening stayaTbetween'thearin and axle, and in their upneryportions terminate in"circ ular .riins' It, ,betweenl'which is afli xed an assemend, and has its inner end curved, andjvthe. tip beveled, for engagement with a central sleeve R, which isapplied after the series havebeen assembled, by a taper mandrel; to form a central cavity through which the, assembled parts are bolted to the body of] the vehicular construction.

' The springs are therefrom assembled, the one within or between another or others,;

upon either 'side,"from the rim to a central circular cavity as one common center,

formed by the series er beveled pointsflwhich tightly grip'the sleeve R, at an encircling point preferably about midway upon the towhich its outer end is aflixed, whereby the beveled ends. of .the. series, are tightly gripped or compressed by the sleeve It," and at; thejcommon center practically form one solid laminated mass or boss, from WhlClT each member extending-radially backward, 'or invo-lutely outward, gradually diverges I the wider apart-to its own particular outer shocks directly conveyed to fthe curvature of anyone spring from any direction of impact, are diverted from the body of thevehicle, and absorbed or exhausted, and nullified or compensatech'by its oppositely arranged fellow reacting in the opposite direction,

within and through thelengths of curvature of the springs working togetl'ie'rina more or less semi-rotary =H10t1011 lrre'spectli 'eof the direction from which theyarereceived.

It will be obvious that this intermediary assembling of parts, permits'of very great variations, within the spirit of our invention, as between the' divergence of each spring, J, from the common compressed center to the mm, a distancespace 1s pro vided of a maximum area" at the outer portions, which is gradually lessened toward the center, wherefrom a maximum latitude isprovided for the play of compression and return to their normal position, of the curvature or bended portion, in absorbing or compensating the joltings and that the capacity semi-rotary motion, wherefrom the irregu larit-y or unevenness 1n 'traveling'of eachwheel is intercepted and diverted fromxthe body of the vehicle.

To prevent the assembled springs from central or other undesirable movement, under stresses, I employ inner and outerjfl'anges K and L wh ch may extend any distance fromfthe center toward the rim F, and be provided with suitable projections M and N ces ses upon theirinnermost faces, which .key the springsyand are clamped together through the cavity ofthe sleeve R bya main pin S,

- at the vback of afixed bracket 0 by a nut, wherefroni the assembled parts are readily adjusted.

The inner flange K is fixed to, and preferablycast upon the bracket 0, bolted to the frame of the vehicle, and its projections M, prevent the springs rotating as a body,"relativelyto thefbracket O in the fixed center, by engaging corresponding keyways or re- ,hichare made .by slotting the springswhen assembled. other side, to that of the bolt uponthe'rim,

The outer .flange L is independentlyappl1ed, and upon its lnner face carrles a 'c1rcular projection N, to engage'a correspondiing recess Q upon the outermost vface of the springs J, tdprevent them from being "drawn bodily outward understress; which recess Qi's similarly channeled to the recess P upon the other and innermost face ofthe springs.

m' y set oradjustthe radius arm 1 DQand the play ofthe springsrelativelyto the-center according to requirements, the bOdybfQthe vehicle is first liftedflthe main pin S is withdrawn free of the'outer flange I L, and the radius arm D and springs 'J then drawn forward fromth'e keys M in the fixed flange K.' The radius arm Dis then raised or lowered, and with'a reverse or inward pressure is gradually returnedinto contact with thekeys M. Inythe new position, it

is only necessary to apply and tighten the main pins, for the cha'ssis Alto be raised or lowered relativelytoIthe axle; or, the radius arm D adjusted relatively to' the common. (7

center; or; the springs 'Jas abody, turned or twisted relativelvto' the bracket 0; for

varying the; play for varying' loads, andfito secure an even and comparatively equable running of the chassis or body.

It will be clearly understood that my in? vention, and its assembled parts, is applied to each wheel or primary driver of thevehicle,'{and"generally at either'side is inp airs upon the same axle, and that any irregularity or unevenness 1n travel1ng,'1s absorbed'or' exhausted and compensated by each of the intermediary devices, independently'and in-' ternally within the springs throughout the i oscillatory curvature of their lengths. v;As a'variationof my inventlon, each spring may be independently applied along'a transverse shaft parallel with the axle, and be suitably connected with the traveling, axle;

or, the plates forming the radius arm, may

in their projecting lengths so relatively extend, as to permit of one constituting'the radius arm connected to the axle, and the other a bracing stay, wherefrom the filling piece is dispensedwith; or, in lieu of the Wooden 'filling E fully extending between the two plates of the radius arm, one more of the springs may extend from the rim F and have its outer extremity suitably aflixed arm; U: What I claim as-nevv and desireuto se-' cure by Letters Patent is to the axle, thereby constituting af'spring v1. In a shock absorber for vehiclesa cushionlng member conslsting ofa ser es ofsubs'tantially involute-shaped springs inter;

posed between the axle member andpthe body member of the vehicle,the inner ends; of said springs being adjacent one, another and connected to one of said membersand the outer ends being circularly disposed-and" connected to the other of said members, each of saidsprings being of gradually -increas-' 1 1? ing; radius from its inner end to its outer I end and also extending from one side of the center of the cushioning member to the other side thereof; I

2. In a shock absorber for vehicles, a cushioning member consisting of a series of substantially involute-shaped springs: having their innner ends adjacent and their outer ends circularly disposed, being of gradually increasing radius from its inner end to'its increasing radius from its inner end to'its outer end andalso extending from one side of the center of the cushioning member to the other side thereof, a radius arm carried by the axle member of the vehicle at one end and having a rim at the other end to re ceive said cushioning member, a sleeve pass-.

ing through the center of said cushioningv member and against which the inner ends of said springs abut, and a bolt member the sleeve and carried by the body of the passing through said sleeve ,to secure it toe, v

the body member of the vehicle,

4. In a shock 'absorber for vehicles, a cushioning member, consisting "of a series" of substantially finvolu'te shaped springs having their inner ends adjacent and their 1 outer ends', circularly disposed, being of graduallyincreasing radius from its inner endto' its outer end and also extending from one side of the, center of the'cushioningi member to the other side thereof,a radius 'arm carriedby the axle member of the ve- I hicle at"oneendandhaving a rim at the r other end to receive said cushioning member, I asleeve passing through the center of said engaging and; clamping theedges of the lIl-f cushioning member, beveled ends to said I? springs which abut against, and tightly grip said sleeve, flanges having projections-for I j ner ends of the springs together, and a bolt in member passing throughthesleeve and cara riedby-the bodyof the vehicle. j e v 5, In" a shock absorber for vehicles,' a

7 5 substantiallyinvolute-shaped springs hav ing their inner ends adjacent and their outer j I cushioning member,"con'siting of aseries of ends circularly disposed,'being of gradually increasing radius from its inner end tozits outer end and also extending from one side; of the center ofthe cushioning member to the other side-thereof, a radius'farm carried by the axle member of the vehicle at oneend and having a rim at the other end to 're-' ceive said cushioning member, turned over outer ends to said springsgfor securing the I same to the rim, a sleevepassing through the centerof said cushioning member, beveled ends to said springs lWhich abut against and tightly grip said sleeve, flanges having projections for engaging and clamping the edges of the inner end'sof the springs together, and a bolt'member passing-through vehicle;

I In testimony whereof have aflixed my Witnesses j Y Y CHARLES STANLEYfBURGESS, I ,DAVID JAMES "SHORT;

Copies of this patent may be obtained for five eents eaeh, by addressing the con missioner of Patents j Washington, no." 

